"All parts of the bridges and trestleworks must be proportioned to sustain the passage of the following rolling-load at a speed of not less than 30 miles an hour: viz., two locomotives coupled, each weighing 36 tons on the drivers in a space of 12 feet, the total weight of each engine and tender loaded being 66 tons in a space of 50 feet, and followed by loaded cars weighing 20 tons each in a space of 22 feet. An addition of 25 per cent will be made to the strains produced by the rolling-load considered as static in all parts which are liable to be thrown suddenly under strain by the passage of a rapidly moving load. A similar addition of 50 per cent will be made to the strain on suspension links and riveted connections of stringers with floor-beams, and floor-beams with trusses. The iron-work shall be so proportioned that the weight of the structure, together with the above specified rolling-load, shall in no part cause a tensile strain of more than 10,000 pounds per square inch of sectional area. Iron used under tensile strain shall be tough, ductile, of uniform quality, and capable of sustaining not less than 50,000 pounds per square inch of sectional area without fracture, and 25,000 pounds per square inch without taking a permanent set. The reduction of area at the breaking-point shall average 25 per cent, and the elongation 15 per cent. When cold, the iron must bend, without sign of fracture, from 90 to 180 degrees." A specification like this, properly carried out, would put an absolute stop to the building of such structures as the Tariffville Bridge, and would prevent a very large part of the catastrophes which so often shock the community, and shake the public faith in iron bridges. Reference has been made above to the proper loads to be placed upon wrought-iron when under a tensile strain. Similar loads have been determined for other materials, and for other kinds of strain. The preceding remarks in regard to the loads for which bridges should be designed, and the safe weight to be put upon the material, are given to show how far the safety of a bridge is a matter of fact, and how far a matter of opinion. It will be seen that the limits within which we are at liberty to vary, are quite narrow, so that bridge-building may correctly be called a science; and there is no excuse for the person who guesses, either at the load which a bridge should be designed to bear, or at the size of the different members of the structure. Still less can we excuse the man who not only guesses, but who, in order to build cheaply, persistently guesses on the wrong side.